A secondary suspension device, bogie and vehicle
By introducing a vertical stop and an integrated spring connector into the secondary suspension system, combined with a multi-directional damper, the problem of air spring overcharge and bursting is solved, improving safety and comfort while simplifying assembly and maintenance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CHINA RAILWAY NEW COMM INVESTMENT CO LTD (HEFEI)
- Filing Date
- 2025-09-09
- Publication Date
- 2026-06-23
AI Technical Summary
The air springs in the existing secondary suspension system lack overcharge safety protection, making them prone to bursting under abnormal operating conditions, which affects ride comfort and vehicle stability.
A two-stage suspension device was designed, which forms a rigid limiting structure through independently set vertical stop seats and integrated spring connecting seats. Combined with lateral and vertical dampers, it absorbs vibration energy and provides multi-directional protection through height adjustment pads and buffers to prevent overcharging of the air spring.
It effectively prevents vertical displacement from becoming uncontrollable due to overcharging of the air spring, improves vibration damping efficiency, enhances system safety and ride comfort, and reduces assembly complexity and maintenance difficulty.
Smart Images
Figure CN224392604U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of rail transit vehicle technology, specifically to a secondary suspension device, a bogie, and a vehicle. Background Technology
[0002] During the operation of rail transit vehicles, the car body needs to be flexibly connected to the bogies through the suspension system to buffer vibrations and impacts generated during track irregularities, vehicle start-up, stopping, and cornering. The secondary suspension system, located between the car body and the bogies, plays a crucial role in secondary vibration damping, adjusting car body posture, transmitting vertical loads, and constraining relative car body displacement, directly determining passenger comfort and vehicle stability. Currently, most mainstream secondary suspension systems use an air spring + shock absorber + auxiliary restraint components as their core architecture. The air spring provides vertical elastic support, the shock absorber dissipates vibration energy, and the auxiliary restraint components limit excessive car body displacement. However, this technology has the following technical drawbacks: air springs lack overcharge safety protection and are prone to bursting under abnormal operating conditions. Utility Model Content
[0003] The purpose of this invention is to improve the safety of air springs and optimize the layout space of shock absorbers.
[0004] To solve the above problems, this utility model provides a two-stage suspension device, a bogie, and a vehicle.
[0005] In a first aspect, this utility model provides a secondary suspension device applied to the frame of a vehicle bogie; the frame includes a crossbeam and a side beam, with the side beam connected to the bottom of the crossbeam; the secondary suspension device includes a spring connecting seat, an air spring, and a vertical stop seat; the air spring is located outside the crossbeam, with one end mounted on the side beam and the other end mounted on the spring connecting seat; the spring connecting seat has an air inlet communicating with the air spring; a lateral damper is provided between the spring connecting seat and the side wall of the crossbeam; a vertical damper is provided between the spring connecting seat and the side beam; the vertical stop seat is located above the spring connecting seat, with one end fixedly mounted on the crossbeam, and a stop gap is preset between the spring connecting seat and the vertical stop seat.
[0006] The beneficial effects of this utility model's secondary suspension device are:
[0007] The air spring forms a vertical support structure with the side beam and spring connector, absorbing vertical vibrations through gas compression during vehicle operation. When the air spring is overcharged, the spring connector moves upward until it contacts the vertical stop, limiting further displacement through rigid contact. Lateral dampers are arranged along the side wall of the crossbeam to absorb lateral vibration energy generated by vehicle turning or lateral unevenness of the track. Vertical dampers are arranged in parallel with the air spring, dissipating energy through damping during vertical vibrations. The air inlet supplies air to the air spring through an internal channel in the spring connector, achieving suspension stiffness adjustment. This invention uses an independently set vertical stop to form a rigid limit, providing reliable protection under abnormal operating conditions, and integrates the air inlet into the spring connector, simplifying the piping layout. It effectively prevents uncontrolled vertical displacement caused by air spring overcharge, and improves vibration damping efficiency through the synergistic effect of multi-directional dampers. The combined design of the rigid stop structure and elastic support system enhances system safety while ensuring ride comfort. The integrated spring connector design reduces assembly complexity and improves maintenance convenience.
[0008] Optionally, a height adjustment pad is provided between the spring connecting seat and the vertical stop seat; the height adjustment pad is installed on the spring connecting seat and the distance between the height adjustment pad and the spring connecting seat is adjustable.
[0009] Optionally, the stop clearance is 40mm.
[0010] Optionally, a lateral buffer is provided on the side of the spring connecting seat near the side wall of the crossbeam; a buffer gap is preset between the lateral buffer and the side wall of the crossbeam.
[0011] Optionally, the lateral buffer is a rubber stop structure.
[0012] Optionally, a stop plate is provided on the side of the spring connecting seat near the side wall of the crossbeam; when the transverse buffer and the side wall of the crossbeam are in a non-contact state, the distance between the stop plate and the side wall of the crossbeam is greater than the distance between the transverse buffer and the side wall of the crossbeam.
[0013] Optionally, the secondary suspension system also includes a height valve stem; one end of the height valve stem is connected to the side beam, and the other end is connected to the vehicle body; the height valve stem is used to detect the distance between the vehicle body and the bogie.
[0014] Optionally, the secondary suspension device further includes an anti-diving torsion bar assembly and a traction rod assembly; the anti-diving torsion bar assembly includes a torsion bar; the torsion bar is vertically arranged and its two ends are respectively connected to the side beam and the side wall of the cross beam near the side beam via connecting rods; the traction rod assembly includes a traction rod, one end of which is connected to the adjacent side wall where the cross beam and the side beam connect.
[0015] Secondly, this utility model provides a bogie, including the aforementioned secondary suspension device.
[0016] Thirdly, this utility model provides a vehicle including the aforementioned secondary suspension device or the aforementioned bogie. Attached Figure Description
[0017] Figure 1 This is a schematic diagram of the secondary suspension device of this utility model assembled on the bogie frame;
[0018] Figure 2 This is a partial schematic diagram of the two-stage suspension device according to an embodiment of the present utility model;
[0019] Figure 3 This is another partial schematic diagram of the two-stage suspension device according to an embodiment of the present utility model.
[0020] Explanation of reference numerals in the attached figures:
[0021] 300. Anti-diving torsion bar assembly; 400. Secondary suspension device; 401. Spring connector; 402. Air spring; 403. Lateral damper; 404. Vertical damper; 405. Lateral buffer; 406. Height adjustment pad; 407. Height valve stem; 500. Traction rod assembly. Detailed Implementation
[0022] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.
[0023] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.
[0024] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".
[0025] like Figure 1-3 As shown, this utility model embodiment provides a secondary suspension device 400, which is applied to the frame of a vehicle bogie. The frame includes a crossbeam and a side beam, with the side beam connected to the bottom of the crossbeam. The secondary suspension device includes a spring connecting seat 401, an air spring 402, and a vertical stop seat. The air spring 402 is located outside the crossbeam, with one end mounted on the side beam and the other end mounted on the spring connecting seat 401. The spring connecting seat 401 has an air inlet communicating with the air spring 402. A lateral damper 403 is provided between the spring connecting seat 401 and the side wall of the crossbeam. A vertical damper 404 is provided between the spring connecting seat 401 and the side beam. The vertical stop seat is located above the spring connecting seat 401, with one end fixedly mounted on the crossbeam. A stop gap is preset between the spring connecting seat 401 and the vertical stop seat.
[0026] The spring connecting seat 401 is a supporting structure that carries the air spring 402 and provides a mounting base for the multi-directional damper. It can be implemented using a cast or welded metal frame, with an internal gas channel connecting the air inlet to the chamber of the air spring 402. The air spring 402 is a bladder-like structure that provides vertical elasticity through compressed gas. It can be implemented using a combination of a rubber composite bladder and metal end plates, with its installation direction perpendicular to the beam axis. The vertical stop is a rigid limiting device that restricts the vertical displacement of the spring connecting seat 401. It can be a stamped steel plate structure, fixed to the top surface of the beam with bolts. The lateral damper 403 is a hydraulic damping device that absorbs lateral vibration energy. It can be a twin-tube damper, with its two ends hinged to the side of the spring connecting seat 401 and the side wall of the beam, respectively. The vertical damper 404 is a damping element that attenuates vertical vibration. It can be a single-tube hydraulic damper, with its mounting axis parallel to the axis of the air spring 402. The stop clearance refers to the vertical distance between the bottom surface of the vertical stop seat and the top surface of the spring connecting seat 401. This clearance value must ensure that the air spring 402 is not mechanically interfered with during normal operation.
[0027] Specifically, the air spring 402 forms a vertical support structure with the spring connecting seat 401 via the side beam, absorbing vertical vibrations through gas compression during vehicle operation. When the air spring 402 is overcharged, the spring connecting seat 401 moves upward until it contacts the vertical stop, limiting further displacement through rigid contact. The lateral damper 403 is arranged along the side wall of the crossbeam, absorbing lateral vibration energy generated by vehicle turning or lateral unevenness of the track. The vertical damper 404 is arranged in parallel with the air spring 402, dissipating energy through damping during vertical vibration. The air inlet supplies air to the air spring 402 through the internal channel of the spring connecting seat 401, realizing suspension stiffness adjustment. In this embodiment, a rigid limit is formed by an independently set vertical stop, providing reliable protection under abnormal operating conditions, and the air inlet is integrated into the spring connecting seat 401, simplifying the pipeline layout. It effectively prevents uncontrolled vertical displacement caused by overcharging of the air spring 402, and improves vibration damping efficiency through the synergistic effect of multi-directional dampers. The combination of a rigid stop structure and an elastic support system enhances system safety while ensuring ride comfort. The integrated spring connector 401 design reduces assembly complexity and improves maintenance convenience.
[0028] Furthermore, when lifting the car body and bogie, the spring connecting seat 401 can be lifted directly. By utilizing the cooperation between the spring connecting seat 401 and the vertical stop seat, the whole unit can be lifted without the need to use iron chains to connect the secondary suspension device 400 to the bogie frame. This avoids wear and noise between the iron chains and the components, and also reduces weight.
[0029] Optionally, a height adjustment pad 406 is provided between the spring connecting seat 401 and the vertical stop seat; the height adjustment pad 406 is installed on the spring connecting seat 401 and the distance between the height adjustment pad 406 and the spring connecting seat 401 is adjustable.
[0030] The height adjustment shim 406 is a mechanical adjustment component used to adjust the vertical stop clearance. Specifically, it can be implemented using a set of metal shims with graduated markings. The installation height can be changed by increasing or decreasing the number of shims or adjusting their thickness. The adjustable distance refers to the adjustable relative position between the height adjustment shim 406 and the spring connecting seat 401. This can be achieved through a bolt connection with an elongated hole structure, allowing the adjustment shim to have vertical displacement adjustment.
[0031] Specifically, when the air spring 402 is overcharged, the spring connecting seat 401 displaces upward, compressing the vertical stop clearance. At this time, the height adjustment pad 406, acting as a rigid limiting structure, absorbs the impact load. By adjusting the installation distance between the adjustment pad and the spring connecting seat 401, the initial setting value of the vertical stop clearance can be precisely controlled, creating a safety margin under no-load conditions and preventing excessive compression of the air spring 402 under full-load conditions. The displacement adjustment function of the adjustment pad allows the device to adapt to vehicles with different axle loads. By changing the thickness of the shim combination or adjusting the tightening position of the bolts, graded control of the clearance value can be achieved. Dynamic clearance matching is achieved through the adjustable height adjustment pad 406, ensuring the effectiveness of overcharge protection while avoiding abnormal vibrations caused by rigid contact. This ensures vertical displacement constraint while reducing the damage of impact loads to the suspension system, improving the adaptability of the device to different operating conditions.
[0032] Optionally, the stop clearance is 30-50mm.
[0033] The stop clearance refers to the vertical distance reserved between the spring connecting seat 401 and the vertical stop seat. This clearance can be achieved through machining or assembly adjustment. It is configured to mechanically limit the air spring 402 in the event of overcharging. The 30-50mm range refers to a clearance value verified through dynamic simulation and testing. This value can be achieved by adjusting the shim thickness or the adjusting bolt length. It is set to allow the air spring 402 to compress normally while effectively preventing abnormal displacement caused by overcharging; 40mm is preferred.
[0034] Optionally, a transverse buffer 405 is provided on the side of the spring connecting seat 401 near the side wall of the crossbeam; a buffer gap is preset between the transverse buffer 405 and the side wall of the crossbeam.
[0035] The lateral buffer 405 refers to an elastic buffer component installed between the spring connecting seat 401 and the side wall of the crossbeam. It can be implemented using a stop structure made of rubber material to absorb the impact energy generated during the vehicle's lateral movement. The buffer gap refers to the pre-reserved space between the lateral buffer 405 and the side wall of the crossbeam. This gap can be achieved by adjusting the installation position or adding adjustable shims, allowing the vehicle to move freely within its normal lateral displacement range and triggering a buffering effect when the displacement exceeds a preset amount.
[0036] Specifically, the lateral damper 405 is bolted to the mounting surface of the spring connecting seat 401 near the side wall of the crossbeam, maintaining a fixed buffer gap between its surface and the side wall of the crossbeam. When the vehicle turns or the track is uneven, causing lateral vibration, the spring connecting seat 401 undergoes lateral displacement relative to the side wall of the crossbeam. At this time, the lateral damper 405 does not contact the crossbeam within the buffer gap range. When the lateral displacement exceeds the preset value of the buffer gap, the lateral damper 405 contacts the side wall of the crossbeam and undergoes elastic deformation, consuming the impact energy through the damping characteristics of the material itself, thereby limiting the excessive lateral displacement of the spring connecting seat 401. This embodiment effectively solves the problem of the lack of protection for the air spring 402 under lateral overcharge conditions. Through the synergistic effect of the lateral damper 405 and the buffer gap, elastic buffering is provided when the lateral displacement of the vehicle exceeds the limit, preventing the air spring 402 from leaking or rupturing due to lateral impact, while reducing the impact of bogie lateral vibration on the vehicle body stability.
[0037] Optionally, the lateral buffer 405 is a rubber stop structure.
[0038] The rubber stop structure refers to a buffer component made of elastic rubber material. Specifically, it can be achieved by vulcanizing rubber with a metal skeleton to form a multi-layered structure. The rubber material has non-linear deformation characteristics, allowing it to absorb energy through compression deformation during lateral impacts. The lateral buffer 405 is a limiting device installed between the spring connecting seat 401 and the side wall of the crossbeam. It can be installed on the side wall of the spring connecting seat 401 by bolt fixing or slot insertion, and is used to generate a restraining force by contacting the side wall of the crossbeam when the lateral vibration amplitude of the vehicle exceeds a preset range.
[0039] Optionally, a stop plate is provided on the side of the spring connecting seat 401 near the side wall of the crossbeam; when the transverse buffer 405 is in a non-contact state with the side wall of the crossbeam, the distance between the stop plate and the side wall of the crossbeam is greater than the distance between the transverse buffer 405 and the side wall of the crossbeam.
[0040] The stop plate refers to a rigid limiting structure installed on the side of the spring connecting seat 401. It can be implemented using a welded or bolted steel plate and provides mechanical limiting protection in the event of failure of the lateral buffer 405. The lateral buffer 405 being in a non-contact state with the crossbeam sidewall means that a preset gap is maintained between the buffer and the sidewall during normal vehicle operation. This gap can be achieved by adjusting the installation position, allowing the buffer to deform freely within the normal vibration range. The distance between the stop plate and the crossbeam sidewall must be set to ensure that when the lateral buffer 405 loses its buffering function due to excessive compression, the stop plate can preferentially contact the crossbeam sidewall to form a rigid limit.
[0041] Specifically, when a vehicle passes through curves or uneven track areas, the lateral damper 405 absorbs lateral impact energy through elastic deformation. When the lateral load exceeds the design threshold, causing the damper to over-compress, the gap between the stop plate and the side wall of the crossbeam is eliminated. At this point, the stop plate directly contacts the crossbeam, forming a rigid constraint that prevents the spring connecting seat 401 from continuing to displace laterally. This dual protection mechanism ensures both flexible damping under normal operating conditions and prevents structural damage to the air spring 402 due to excessive lateral displacement under extreme loads. This embodiment can prevent overcharging of the air spring 402 due to excessive lateral displacement by forming a rigid constraint through direct contact between the stop plate and the crossbeam when the lateral impact load exceeds the design range. It also reduces the risk of plastic deformation caused by long-term pressure on the damper, improving the reliability and service life of the suspension system.
[0042] Optionally, the secondary suspension system also includes a height valve stem 407; one end of the height valve stem 407 is connected to the side beam and the other end is connected to the vehicle body; the height valve stem 407 is used to detect the distance between the vehicle body and the bogie.
[0043] The height valve stem 407 is a rigid rod connecting the side beam and the vehicle body, which measures the distance between them in real time. Specifically, it can be implemented using a telescopic linkage structure with a built-in displacement sensor, transmitting distance change data via mechanical transmission or electrical signals. The distance between the vehicle body and the bogie refers to the vertical relative displacement caused by load changes or track impacts during vehicle operation. This displacement can be converted into a linear displacement signal by the extension or retraction of the height valve stem 407, and then fed back to the suspension system control unit.
[0044] Specifically, when the vehicle body and bogie undergo vertical displacement, the extension and retraction of the height valve stem 407 changes synchronously. The displacement signal is collected in real time and transmitted to the air spring 402 inflation / deflation control module. The control module adjusts the internal pressure of the air spring 402 according to a preset threshold. For example, when the vehicle body descends, gas is added to maintain the support height, and gas is discharged when the vehicle body rises to avoid overcharging. During this process, the height valve stem 407, as the actuator for displacement detection, directly participates in the closed-loop control of the suspension system. This embodiment can dynamically monitor changes in the distance between the vehicle body and bogie and trigger the air spring 402 pressure adjustment, effectively preventing the air spring 402 from sealing failure or structural damage due to overcharging, while reducing the frequency of manual intervention and improving the autonomous adjustment capability and operational reliability of the suspension system.
[0045] Optionally, the secondary suspension device further includes an anti-diving torsion bar assembly 300 and a traction rod assembly 500; the anti-diving torsion bar assembly 300 includes a torsion bar; the torsion bar is vertically arranged and its two ends are respectively connected to the side beam and the side wall of the cross beam near the side beam via connecting rods; the traction rod assembly 500 includes a traction rod, one end of which is connected to the adjacent side wall where the cross beam and the side beam connect.
[0046] The anti-diving torsion bar assembly 300 is a mechanism used to suppress longitudinal nodding motion of the car body during braking or acceleration. It can be implemented using a combination of a metal torsion bar and a connecting rod, with the torsional stiffness of the torsion bar offsetting the longitudinal torque. The traction rod assembly 500 is a connecting mechanism that transmits longitudinal traction force between the car body and the bogie. It can be implemented using a hinged tie rod structure, with a rigid traction rod constraining the lateral displacement of the car body. Vertical torsion bar installation means that the torsion bar axis is installed perpendicular to the track plane. It can be fixed by welding flanges at both ends, utilizing vertical stiffness to balance the longitudinal torque. The connecting rod connection method refers to hinged connection of the torsion bar to the side beam and crossbeam sidewall via pins. Ball joints or rubber joints can be used to achieve multi-degree-of-freedom motion compensation. The traction rod connection position refers to the adjacent sidewall at the connection between the crossbeam and the side beam. It can be fixed to the pre-drilled mounting holes on the crossbeam sidewall with bolts, forming a longitudinal force transmission path.
[0047] Specifically, the anti-nose torsion bar assembly 300 rigidly connects the side beam and the crossbeam sidewall via a vertically installed torsion bar. During vehicle braking or acceleration, the longitudinal torque generated by the vehicle body causes the torsion bar to elastically twist, while the linkage mechanism transmits the torque between the side beam and the crossbeam, suppressing the vehicle body's nose-diving motion. The traction rod assembly 500 longitudinally connects the crossbeam and the vehicle body via a traction rod. When the vehicle corners, the traction rod bears the lateral load and transmits the force to the bogie frame, limiting the lateral displacement of the vehicle body. The torsion bar and traction rod form a spatial force system, jointly constraining the longitudinal and lateral movements of the vehicle body in its six degrees of freedom. This embodiment effectively suppresses the longitudinal nose-diving motion of the vehicle body under acceleration and deceleration conditions, while simultaneously constraining the lateral displacement of the vehicle body through the traction rod, reducing the relative vibration amplitude between the bogie and the vehicle body. The combined design of the vertical torsion bar and the sidewall traction rod forms a spatial force balance system, significantly improving the longitudinal and lateral running stability of the vehicle while ensuring vertical vibration reduction performance.
[0048] This utility model provides a bogie including a secondary suspension device 400 as described above.
[0049] The bogie of this embodiment has the same beneficial effects over the prior art as the secondary suspension device 400 described above, and will not be repeated here.
[0050] This utility model provides a vehicle including the secondary suspension device 400 as described above or the bogie as described above.
[0051] The advantages of the vehicle in this embodiment over the prior art are the same as those of the two-stage suspension system 400 or bogie described above, and will not be repeated here.
[0052] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.
Claims
1. A secondary suspension device applied to a frame of a bogie of a vehicle; the frame comprising a cross beam and side beams connected at the bottom of the cross beam; characterized in that, The secondary suspension device includes a spring connecting seat (401), an air spring (402), and a vertical stop seat; the air spring (402) is located outside the crossbeam, with one end mounted on the side beam and the other end mounted on the spring connecting seat (401); the spring connecting seat (401) has an air inlet communicating with the air spring (402); a lateral damper (403) is provided between the spring connecting seat (401) and the side wall of the crossbeam; a vertical damper (404) is provided between the spring connecting seat (401) and the side beam; the vertical stop seat is located above the spring connecting seat (401), with one end fixedly mounted on the crossbeam, and a stop gap is preset between the spring connecting seat (401) and the vertical stop seat.
2. The secondary suspension device according to claim 1, characterized in that A height adjustment pad (406) is provided between the spring connecting seat (401) and the vertical stop seat; the height adjustment pad (406) is installed on the spring connecting seat (401) and the distance between the height adjustment pad (406) and the spring connecting seat (401) is adjustable.
3. The secondary suspension device according to claim 1, characterized in that The range of the stop gap is 30mm to 50mm.
4. The secondary suspension device according to claim 1, characterized by A transverse buffer (405) is provided on the side of the spring connecting seat (401) near the side wall of the crossbeam; a buffer gap is preset between the transverse buffer (405) and the side wall of the crossbeam.
5. The secondary suspension device according to claim 4, characterized in that, The lateral buffer (405) is a rubber stop structure.
6. The secondary suspension device according to claim 5, characterized in that, A stop plate is provided on the side of the spring connecting seat (401) near the side wall of the crossbeam; when the transverse buffer (405) is in a non-contact state with the side wall of the crossbeam, the distance between the stop plate and the side wall of the crossbeam is greater than the distance between the transverse buffer (405) and the side wall of the crossbeam.
7. The secondary suspension device according to claim 1, characterized in that, It also includes a height valve stem (407); one end of the height valve stem (407) is connected to the side beam and the other end is connected to the vehicle body; the height valve stem (407) is used to detect the distance between the vehicle body and the vehicle bogie.
8. The secondary suspension device according to any one of claims 1-7, characterized in that, It also includes an anti-nodding torsion bar assembly (300) and a traction rod assembly (500); the anti-nodding torsion bar assembly (300) includes a torsion bar; the torsion bar is vertically arranged and its two ends are respectively connected to the side beam and the side wall of the cross beam near the side beam by connecting rods; the traction rod assembly (500) includes a traction rod, one end of which is connected to the adjacent side wall where the cross beam and the side beam are connected.
9. A bogie, characterized in that, Includes the secondary suspension device as described in any one of claims 1 to 8.
10. A vehicle, characterized in that, Includes the secondary suspension system as described in any one of claims 1 to 8, or includes the bogie as described in claim 9.